Summary The helicopter accommodation barge TRAILERPRINCESS was being moved by the tug GULFCOASTER to a new logging camp location in Mackenzie Sound, B.C. After nightfall, as the tug endeavoured to tow the barge through the narrow winding channel of Kenneth Passage, the tug struck and grounded on rocks and was holed below the waterline. Another tug in the vicinity towed the undamaged barge to its destination. The GULF COASTER sank during attempts to refloat her but was later refloated and brought to Campbell River for repairs. No one was injured but diesel fuel escaped from the sunken tug. Ce rapport est galement disponible en franais. Other Factual Information The tug GULFCOASTER is of carvel construction. It has a small cabin forward which houses the wheelhouse and a galley. In 1996 a new engine of 800 BHP was fitted. The tug can be manoeuvred from three control positions. These positions are within the wheelhouse, atop of it and at the stern. Each of these three positions has an emergency abort system for the towline. The brakes for the towing winch are held by constant hydraulic pressure in the system. Activation of the emergency abort is achieved by release of this hydraulic pressure. There is about 400 metres of tow wire and its end is not connected to the winch. The TRAILERPRINCESS is a non propelled, single hulled, self contained barge which can accommodate 41 forestry workers and serves as the base for the camp's helicopter logging operations. It houses two helicopters. The barge was built as a twin screw landing craft and was later converted for use in various commercial enterprises. The barge deck incorporates the following features: a helipad for the logging operations helicopter; a helipad for the crew helicopter; living accommodation, office, galley, mess and recreation facilities for 41 persons; repair and maintenance shops; a generator room; six fuel tanks of varying sizes rising to a maximum height of 7.65m, of which two cylindrical tanks house 220,000 litres of jet A fuel; 2 tanks hold 21,000 litres of diesel; and, 2 tanks hold 6,500 litres of gasoline. There is also a water tank of 110,000 litres capacity. The barge has two crew boats and a crane to handle them. The TRAILERPRINCESS is moved approximately six times a year when the logging camp moves location. These moves can be of distances up to 150 miles. On all short moves up to 20 miles and some longer moves, crew have remained on board to attend to the tow lines, generators and pumps. According to the camp foreman there were 12 people on board; other reports put this number at 19. When unmanned, the barge is not subject to inspection by Transport Canada Marine Safety (TCMS) nor is it required to be inspected by regulations. However, when under tow, the TRAILERPRINCESS is a Class XI vessel under the Canada Shipping Act (CSA) and is required to be inspected by TCMS. The onus is on the owner to have the vessel inspected(1). In this instance, the barge was not inspected by TCMS. Transport Canada conducts annual base inspections of helicopter operations on the barge for such items as pilots' maintenance books, rest areas, pilot operations etc. The aspects of the seaworthiness of barge, the fire fighting equipment, the structural strength of barge and the life-saving equipment available are not included in these inspections. The operator of the GULFCOASTER was uncertificated although a tug of its size requires a certificated master. The operator had towing experience with the current owner during the last ten years in which time he had towed camp barges. The deckhand on board the tug was also uncertificated. The owners of the TRAILERPRINCESS hired the tug GULFCOASTER to move the barge from its position in Port Elizabeth, B.C. to Mackenzie Sound, B.C. on the 31st March 1997. The tug's tow wire was connected to the chain bridle on the TRAILERPRINCESS. The voyage commenced in clear and calm weather, at about 1030 on 31 March. In open waters, the length of the tow wire used was about 90 metres and the towing speed was 5 knots. Just after nightfall the tow entered Kenneth Passage which is a narrow winding waterway leading to Mackenzie Sound, the vessel's destination. The operator of the GULFCOASTER shortened the tow wire to 23 metres for better control and to bring the shackle connecting the tow wire to the TRAILERPRINCESS within reach of the tug's crew for easy emergency release. The tug operator had the radar working and was also using the tug's spotlights frequently. At 2040 the tug and tow passed Jessie Point in Kenneth Passage. High water had occurred at 1935; the tide was ebbing slowly in a westerly direction. According to the GPS satellite navigating system, the speed, which had been reduced by the operator on entering Kenneth Passage, was 1.8 knots; the tug was barely keeping ahead of the barge. After passing Jessie Point, the tug operator had difficulty in manoeuvring the barge and was attempting to prevent the stern of the barge from striking the island and the rocks to the north of the island (See chartlet). The channel off Jessie Point is less than 200 metres wide. Reportedly, it was not possible to maintain complete control of the barge because of its large displacement and of the tug's slow speed. Shortly after 2100, the tow had manoeuvred itself to the extent that its course was almost reversed and it was headed into a channel which did not lead to the vessels' destination. Reportedly the tug operator was aware of the vessels' position. Other observers thought that the operator was lost. The operator reported that the tug and tow had entered the obstructed channel in order to keep the stern of the barge from going aground. The unnavigable channel into which the tow had ventured was obstructed by rocks. The tug grounded on the rocks shortly after 2100 hours. Reportedly the tug operator allowed the tug to ground because he believed any other manoeuver would have jeopardized the barge. The barge overtook the tug and came to rest gently against the island. The tug was girded to an angle of about 45 degrees. To prevent the situation from worsening, the operator activated the abort system to release the strain on the towwire. He had not used the abort earlier in order to prevent the barge bearing down heavily on to the island and spilling its flammable pollutants. The operator and deckhand communicated with the (forestry worker) foreman on the TRAILERPRINCESS and were rescued by a boat from the barge. Before abandoning the tug the operator and deckhand had time to shut down the engines and to close the tug's watertight doors. The foreman on the TRAILERPRINCESS transmitted a Mayday call on the Very High Frequency (VHF) radio carried on the barge. The call was intercepted by the Canadian Coast Guard and the tug PACIFIC CHIEF, which was in the vicinity, was dispatched to assist. The PACIFIC CHIEF towed the TRAILERPRINCESS to the centre of the channel. Another tug later towed the barge to its designated site. In the early morning, the PACIFIC CHIEF pulled the GULFCOASTER free of the rocks, however the latter sank in about 23 metres of water. The GULFCOASTER was later salvaged by a floating crane and brought to Campbell River for repairs.